1718 mots | Temps de lecture : 8 minute(s)
The Honda CBX 1000 (1978): The Symphony of the Six-Cylinder
Summary
- A six-cylinder born on the track
- The engine: a 24-valve timepiece
- The mechanical symphony: that famous "F1 sound"
- A theatrical design: the exposed block
- Performance: queen of the road in 1978
- 1981: the transformation into a Pro-Link sport-GT
- A collector's myth
- Summary table
- FAQ
A six-cylinder born on the track
In the late 1970s, Honda wanted to make a big splash. A decade earlier, the 1969 Honda CB750 Four had invented the very concept of the Japanese superbike; now, a new technological manifesto was needed. This would be the CBX 1000, presented in 1978, a machine whose only specification was to demonstrate the brand's engineering superiority.
To achieve this, Honda did not start from scratch: the company drew from its racing DNA. The man behind the project, Shoichiro Irimajiri, was none other than the engineer who had designed the fabulous multi-cylinder Grand Prix engines of the 1960s. His masterpiece, the Honda RC166, was a 250 cm³ inline six-cylinder that shrieked at 18,000 rpm and won all ten races of the 1966 World Championship in the hands of Mike Hailwood. The CBX is the direct descendant of this racing heritage: Irimajiri decided it was time to bring the science of the six-cylinder forged in competition to the road, in line with Honda's domination in Grand Prix racing.
The engine: a 24-valve timepiece
The heart of the CBX is its 1047 cm³ inline six-cylinder, transversely mounted and air-cooled. A rare architecture for a production motorcycle. Every detail exudes racing: double overhead camshaft (DOHC), 24 valves (four per cylinder), and fuel supplied by a battery of six Keihin carburetors. The bore-stroke ratio of 64.5 × 53.4 mm and a compression ratio of 9.3:1 betray an engine designed to rev high and fast.
The raw result: 105 horsepower at 9,000 rpm and approximately 85 Nm of torque, transmitted by a 5-speed gearbox. In 1978, no production motorcycle did better. Where the Kawasaki 900 Z1 reigned with a four-cylinder, Honda brought two more cylinders to the table and an unprecedented mechanical smoothness. An engineering refinement that the brand would push even further a few years later with the Honda NR750 with oval pistons.
The mechanical symphony: that famous "F1 sound"
If the CBX is remembered, it is perhaps above all for its voice. Six small pistons running at high RPM, six carburetors sucking in unison: when the throttle is opened, the CBX produces a metallic, crystalline howl unique to multi-cylinders. Enthusiasts often compare it to the song of a 1960s Formula 1 car—precisely the sound of the Grand Prix engines from which the CBX descends.
This timbre is no marketing accident: it is the physical consequence of the inline-six, its closely spaced combustions, and its ability to climb in revolutions. Where a big twin rumbles, the CBX sings. This acoustic signature remains, even today, one of the features that turns heads at classic motorcycle gatherings.
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A theatrical design: the exposed block
It's impossible to talk about the CBX without mentioning its visual presence. Where most motorcycles hide their mechanics, Honda did the opposite: the six-cylinder proudly spreads out under the tank, largely extending beyond each side of the frame. This immense, polished, and exhibited block becomes the central element of the design—a true mechanical sculpture.
To achieve this, engineers made the engine a stressed member of the chassis: the tubular frame eschews front downtubes, allowing the block to bear some of the load. This feat makes it possible to showcase the six exhaust outlets and the row of carburetors without obscuring them. The result is as spectacular as it is functional: an aesthetic that, like that of the Suzuki Katana, left a lasting impression on motorcyclists' imaginations.
Performance: queen of the road in 1978
At its launch, the CBX 1000 was simply the fastest and most powerful production motorcycle in the world. Its top speed was around 217 km/h, a staggering figure for the time. American magazine Cycle World indeed made it the first motorcycle it tested to exceed 130 mph (approximately 209 km/h), completing the quarter-mile in just over 11.6 seconds.
These performances placed the CBX in a league of its own, that of exceptional machines that pushed boundaries—the same quest for absolute speed that, two decades later, would give birth to the Suzuki Hayabusa. With its 247 kg dry weight, the CBX was not a lightweight, but its over-engineered engine more than compensated, offering an extension and flexibility that still earn it a place among the most notable motorcycles in speed history.
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1981: the transformation into a Pro-Link sport-GT
Despite its prestige, the CBX sold modestly. Honda noticed, however, that many buyers equipped it with fairings and saddlebags. The brand drew conclusions: in 1981, the CBX shed its nakedness to be reborn as a sport-touring bike. This version received a carefully designed three-quarter fairing, the lower part of which was designed to leave the famous six-cylinder, now painted black, visible.
Technical evolutions followed: rear suspension with a Pro-Link monoshock (replacing the original twin shocks), a 39 mm pneumatic fork (compared to 35 mm previously), more generous brakes, and optional side cases on a reinforced frame. The engine, for its part, was slightly detuned to approximately 98 hp, with new camshaft profiles favoring mid-range power. The CBX became a true character touring bike, a spiritual cousin of the Honda Gold Wing. However, it was its swan song: after five model years, production ceased in 1982.
A collector's myth
Commercially modest, the CBX's career was brief. But it is precisely this rarity, combined with its extraordinary engine, that makes it a cult collector's item today. Examples in good condition exchange hands at high prices, and the 1978-1979 "naked frame" models, with their exposed mechanics, are the most sought after by enthusiasts.
The CBX 1000 embodies a bygone philosophy: that of a manufacturer who built a motorcycle not for volume, but to prove what it was capable of. Like the Kawasaki GPZ900R Ninja, it belongs to that pantheon of Japanese machines that ushered in a new era. Its singing six-cylinder will forever remain one of the most beautiful declarations of love for mechanics ever signed by the motorcycle industry.
Summary table
| Characteristic | Detail |
|---|---|
| Production years | 1978 – 1982 |
| Engine | Transverse inline 6-cylinder, air-cooled |
| Valve train | Double OHC (DOHC), 24 valves |
| Displacement | 1047 cm³ |
| Bore × stroke | 64.5 × 53.4 mm |
| Fuel system | 6 Keihin carburetors |
| Power | 105 hp at 9,000 rpm (≈ 98 hp from 1981) |
| Gearbox | 5-speed |
| Top speed | ≈ 217 km/h |
| Dry weight | ≈ 247 kg |
| Chief engineer | Shoichiro Irimajiri (designer of the RC166) |
| 1981 evolution | Sport-touring: fairing, Pro-Link suspension, 39 mm fork |
FAQ — Frequently Asked Questions
Why does the Honda CBX 1000 have a six-cylinder engine?
Honda wanted to demonstrate its technical superiority by adapting the experience gained with its 1960s Grand Prix six-cylinder engines, like the RC166, for road use. Engineer Shoichiro Irimajiri, who designed both, was behind this choice.
What is the power of the Honda CBX 1000?
The 1047 cm³ six-cylinder engine develops approximately 105 horsepower at 9,000 rpm on 1978-1980 models, then was slightly detuned to approximately 98 horsepower from 1981 onwards.
Why is the CBX said to sound like a Formula 1 car?
Its inline six-cylinder architecture, with its six carburetors and ability to rev high, produces a metallic, high-pitched howl very similar to the sound of 1960s Grand Prix single-seaters.
What is the top speed of the Honda CBX 1000?
It is around 217 km/h, which made it the fastest production motorcycle in the world when it was launched in 1978.
Is the Honda CBX 1000 a collector's motorcycle?
Yes. Produced only from 1978 to 1982 and relatively rare, it has become a cult collector's item, with the "naked frame" models from 1978-1979 being the most sought after.
